Change speed transmission



y Aug. 11, 1936.l L. A. CARTER 2,050,520

CHANGE sBEED TRANSMISSION Filed NOV. 8, 1935 8 Sheets-Sheet 1 AiC-fil lI-ll itlll H/s @rra Ryfyas.

Aug. 1l, 1936. L. A. CARTER CHANGE SPEED TNSMISSION Filed Nov. 8, 1935 8 Sheets-Sheet 2 /NVENTOEI Aug. 11, 1936. L. A. CARTER 2,050,520

v CHANGE SPEED TRANSMISSION Filed Nov. 8, 1955 8 Sheets-Sheet 3 zz. 4. VJ

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Aug. l1, 1936. A. CARTER 2,050,520

CHANGE SPEED TRANSMISSION Filed Nov. 8, 1955 8 SheetS-heet 4' Foam/APD Aug. 11, 1936. A CARTER 2,050,520

CHANGE SPEED TRANSMISS ION Fld Nov. 8 1935 8 Sheets-Sheet 5 P9565 me E cwnnss /NvENro/P:

Aug. 11, 1936. L CARTER l2,050,520

CHANGE SPEED TRANSMISSION Filed'Nov. s, 19:55 8 sheets-sheet 6 Aug. 11, 193e. L. A. CARTER 2,050,520 ,i

CHANGE vSPEED TRANSMISSION Filed Nov` 8, 1955 8 Sheets-Sheet '7 Aug. l l, 1936. L, A. CARTER CHANGE SPEED TRANSMI S S ION.-V

Filed Nv. 8, 1955 8 Sheets-Sheet 8 -Patented ug. 11., 1936 o UNITED STATES PATENT O'FFIQE 29 Claims.

This invention relates to change speed mechanisms, particularly change speed mechanisms of the kind shown and claimed in my pending applications Serial No. 721,974 filed April 23, 1934 5 and Serial NO. 24,313 led May v.31, 1935, Whelenv the desired selected speed changes are obtained by iiuid operated clutches controlled by a single manually operated valve, a second manually operated valve is provided for starting and stopping said mechanism, and a third manually operable valve is provided for releasing the final drive shaft to enable it to be rotated independently of the other shafts of said transmission mechanism.

The present invention has for its principal obl5` jects to preserve all of the advantages of the above type of fluid operated change speed transmission and, at the same time, to provide a plurality of reverse speed changes without increasing the number of shafts in said mechanism and 20 without material alterations of the transmission mechanism or increase in the size thereof, to provide a brake-for preventing overrunning of the final drive shaft when the clutches are disengaged, to provide means for bringing the elements of the positive clutches into position for proper engagement, and to provide improved means for disconnecting the nal drive shaft from the driving mechanism therefor so that said shaft maybe readily rotated by hand. Other objects are simplicity and cheapness of constructionand compactness of design. The invention consists in the change speed transmission and in the construction, combinations and arrangements of parts hereinafter described and claimed.

In the accompanying fdrawings,` which form part of this specification and wherein like symbols refer to like parts wherever they occur,

Fig. 1 is a front view of aportion of a lathe having a geared headstock provided with a fluidoperated change speed transmission embodying my invention;

Fig. 2 is a fragmentary horizontal section through the front wall of the headstock, the sec-v Fig. 3 is a horizontal section through the headt stock approximately on the line 3--3 in Fig. 1,

Fig. 3a is a fragmentary horizontal section 50 similar to Fig. 3, showing a modified arrangement forobtainin'g the speed changed by means (Ci. 19a-12) ing for the low speed forward drive clutch and the reverse drive clutch;

Fig. 5 is a vertical cross-section on the line 5-5 in Fig. 3, showing the reverse drive gearing,

Fig. 6 is a fragmentary vertical longitudinal 5 section on the line 6--6 in Fig. 3,

Fig. 7 is a fragmentary vertical transverse sec-n tion on the line 'l-l in Fig. 3;

Figs. 8, 8a, 8b, 8c and 8d are transverse sections through the stop, start and reverse valve, l the sections being taken on the line 8 3 in Fig.

2 through the pipes leading to the reverse drive clutch, the valve being shown in forward drive position in Figs. 8, 8a and 8b with its core in different positions of its longitudinal movement, in l stop position in Fig. 8c, and in reverse drive positionA in Fig. 8d;

Figs. 9, 9a, 9b, 9c and 9d are similar transverse sections through said valve; the sections being taken along the line 9-9 in Fig. 2 at |the points 20 of communication between said valve and the pipes leading to the low speed forward clutch;

Figs. 10, 10a, 10b, 10c and 10d are similar crosssections through said valve, the sections being taken on the line I0-i0 through the points of 25 communication between said valve and the pipes leading to the brakes for the primary drive shaft and the spindle;

Figs. 11, 11a, 11b, 11e and lldgare similar crosssections, taken along the line II--II in Fig. 2 at 30 the points of communication between said valve and the pipes leading to the high speed forward drive clutch;

Fig. 12 is a vertical cross-section through the lower front portion of the headstock housing of the section and being taken longitudinally of the stop, start and reverse valve on the line |2-l2 in Fig. 2;

Fig. 13 is a vertical longitudinal section through the operating cylinders of one of the positive clutches on the line I3-I3 in Fig. 3;

Fig. 14 is a horizontal longitudinal section on the line II-VH in Fig. 13;

Fig. 15V is a vertical cross-section on the line. I5-I5inFlg. 1, showing the yieldable stop for 45 permitting overthrow of the control handle for the start, stop and reverse valve;

Fig. 16 is a diagrammatic view showing a developmentiof the outer peripheral surface` of the rotary sleeve of said valve;

Fig. 17 is a. similar view showing a development of the inside surface of said rotary valve sleeve;

Fig. 18 is a diagrammatic view showing the development of the outer peripheral surface ofthe axially slidable core of saidvalve;

Fig. 19 is a diagrammatic view showing the angular movement of said valve sleeve in the olf, forward, over-travel and reverse positions thereof Fig. 20 is a vertical longitudinal section through the spindle and the brake mechanism therefor;

Fig. 21 is a vertical cross-section on the line 2I-2I in Fig. 20;

Fig. 22 is a. horizontal section on the line 22-22 in Fig. 1, showing the spindle release mechanism;

Fig. 23 is a vertical cross-section on the line' 23-23 in Fig. 22;

Fig. 24 is a horizontal section on the line 2'4-24 in Fig. 23;

Figs. 25, 26 and 27 are vertical cross-sections on the line`25-25 in Fig. 24, Fig. 25 showing the positions of the parts in inoperative position of the spindle release valve and Figs. 26 and 27 showing the position of said parts in the operative position of said valve;

Fig. 28 is a vertical cross-section through the squared portion of the core of the spindle release valve on the line 28--28 in Fig. 24;

Fig. 29 is a similar section showing the position of the parts during the overtravel of the rotary valve core;

Figs. 30, 30a and 30h are vertical cross-sections through the spindle release valve, the sections being taken along the line 30-30 in Fig. 24 through the points of communication of said valve with the pipe leading to one of the cylinders of the spindle drive clutch, Fig. 30 showing the valve in inoperative position, Fig. 30a showing the valve in operative position and Fig. 30o showing the valve moved beyond said last mentioned position by the overtravel of the clutch sleeve during its movement to neutral position;

Figs. 31, 31a, and 31h are similar views taken through a portion of the by-pass ports of said valve on the line 3I-3I in Fig. 24;

Figs. 32, 32a and 32b are similar cross-sections taken on the line 32-32 in Fig. 24 at the points of communication between said valve and the pipes leading to the other operating cylinder of the spindle clutch;

Fig. 33 is a side elevation partly in section of the casing of said spindle -release valve;

Fig. 34 is a diagrammatic view showing a development of the outer peripheral surface of the rotary core-of said spindle release valve; and

Fig. 35 is a diagrammatic view illustrating the connections between the valves and clutches of the fluid operated change speed-transmission.

In the accompanying drawings, the present invention is illustrated in connection with a fluid operated changeyspeed transmission of the kind shown in my pending applications Serial Nos.

4'121,974 and 24,31`3sand embodied in the geared headstock of an engine lathe comprising abed I, a headstock housing La carriage 3, a lead screw 4, a feed rod 5 and ahousing 6 containing a quick change mechanism (not shown) for driving said lead screw and said feed rod at different selected speeds.

The change speed mechanism enclosed' within the headstock housing 2 comprises four horizontally spaced parallel shafts; namely, a main or primary drive shaft 1, a countershaft 8, a second countershaftcomprising sections' 8 and 9a, and a. final driven shaft or spindle I0, which carries at its forward end the usual chuck or face plate (not shown) for supporting the work or stock that is to be operated upon. The drive shaft 1 is provided at its rear end with a drive pulley I2 and its forward end is operatively connected by gearing I3 to a vertical shaft I4 that is connected by gearing enclosed in a housing IG with a rotary pump 20 mounted on a lubricant supply tank I8 located below the headstock housing 2. As shown in Fig. 35, a pipe 24 leads from the bottom of the tank I8 to the pump 20, a pipe 25 leads from said pump for supplying lubricant to the headstock housing 2 and to various pressure responsive devices hereinafter described, and an overflow pipe 26 leads from the lower portion of said housing to said tank for returning the lubricant thereto.

The gearing of the change speed transmission mechanism comprises gears F and H f'lxed to the remote ends of a pair of sleeves 32 and 32a that surround the primary or main drive shaft 1 and are mounted for independent rotary and axial sliding movement in xed bearings 33 and 33a. 'Ihe gears F and H intermesh continuously with gears G and I, respectively, fixed to the countershaft 8. Gears L and J are also xed to the countershaft 8 and intermesh continuously with gears M and K, respectively, journaled on the rear section 9 of the sectional countershaft. A third gear P is mounted for rotation on the rear stion 9 of the sectional countershait and intermeshes continuously with a gear Q rotatable on the spindle I 0. Gears N and R are fixed to the forward section 9a of the sectional countershaft and intermesh continuously with gears O and S. respectively rotatable on the spindle I0. As shown in the drawings the gears O and Q are integrally connected to constitute a double gear. The gearing thus far described provides. sixteen forward speeds. Eight reverse speeds are obtained by a reverse gear train (Fig. 5) between the drive shaft 1 and the countershaft 8 comprising a gear T on said drive shaft, a gear T on saidv countershaft and a gear T intermeshing continuously with the gears T and T' and mounted on a stub shaft I1 supported on the rear end wall of the headstock housing 2. As shown in Fig. 3 the drive shaft gear T has an elongated hub 32h mounted for rotary and axial sliding movement in a bearing 33h mounted in the rear end wall of the housing 2.

The change speed transmission is provided with three prim'ary clutches, a high speed forward drive clutch A, a low speed forward drive clutch A and a reverse drive clutch A", and three secondaryl clutches B, C and D all adapted to be selectively operated by fluid pressure under manual control to obtain the desired spindle speeds. As shown in said application Serial No. 721,974, the primary clutches A, A and A are friction disk clutches and the secondary clutches B, C and D are interlocking or positively engaged clutches. 'Ihe gears F and H are selectively coupled to the drive shaft 1 for rotation therewith by means of the forward drive friction disk clutches A and A respectively, and the gear T is coupled to said drive shaft by the reverse drive friction disk clutch A", the three clutches being substantially lthe same in their construction and operation.

The high speed, forward drive, friction clutch A comprises a cup-shaped clutch element 35, which s fixed to the drive shaft 1 and has an annular plate 3| secured into the outer end of its peripheral flange, a clutch element or disk 36, which is secured by bolts 31 to an outstanding flange on the adjacent end of the sleeve supported gear F for rotary and axial sliding movement therewith, and a circumferentially flanged clutch element or disk 38, which is slidably and rotatably mounted on said drive shaft and is connected by said bolts to the clutch element 36 for rotation therewith and for axial sliding movement relative thereto. The clutch disks 36 and 38 are enclosed within the continuously rotating cup shaped clutch element 35; and the disk 36 has a cup leather 39 secured thereto that fits within the circumferential flange of the disk 38 to prevent loss of pressure between the outer edges of said disks. The bolts 31 have their head ends located in pockets or `recesses 4D provided therefor in the circumferentially flanged clutch disk 38 and extend through alined holes in the bottoms of said pockets, the disk 36, and the outstanding flange on the adjacent end of the sleeve supported gear F. Springs 42 are sleeved on the bolts 31 between the bottoms of said pockets and the heads of said bolts therein and operate to` move the disks 36 and 38 towards each other into inoperative position. The clutch disk 38 is provided with a suitable clutch facing material 4I adapted to frictionally engage the end wall of the continuously rotating clutch element 35, the threaded annular plate 3l 4of which has a similar clutch facing material 43 secured thereto adapted to be frictionally engaged by the clutch disk 36.

'Ihe portion of the gear supporting sleeve 32 that' is located in the bearing 331s provided on its exterior surface with an annular groove, forming a chamber 44 'wheh communicates with the space between the clutch disks 36 and 38 through a series of circumferentially spaced longitudinal grooves formed in the bore of said sleeve. Oil is supplied to the high speed, forward drive, friction disk clutch A through a pipe 46 'that leads to the chamber 44 of said clutch. By this arrangement, when the oil is forced into the chamber 44, it flows through the longitudinal passageways 45 into the space between the two clutch ldisks 36 and 38 and forces them4 apart into frictional engagement with the clutch member '35 fixed to the drive shaft 1 thereby causing the gear F of that clutch to`rotate with said shaft and rotate the gear G fixed to the counter-shaft 8. When the pressure is relieved, the springs 42 operate to disengage the clutch disks 36 and 38 r`the cylindricalouter wall of said housing by a radial web'or partition 34b located midway between the ends thereof. An annular plate 3Ia is removably secured to said end of the clutch housing 34, a clutch element ordisk 36a. is ,se-

cured by bolts 31d to the outstanding flange on sleeved on the bolts 31a between the bdttoms of the adjacent end of the sleeve supported gear H, and a circumferentially flanged clutch element or disk 38d is connected by said bolts .to the clutch element 36a. 'I'he clutch element or disk 36a has a cup leather 39a secured thereto that the outstanding ilange on the adjacent end of the' sleeve supported gear H. Springs 42a' are the pockets 46a and the heads of the bolts therein and operate to force the disks and'n to-V ward each other into inoperative position. The

clutch disk 38a and the annular plate Sla are provided with suitable clutch facing material 4ta and 43a, respectively. As shown in Fig.` 3, the portion of the gear supporting sleeve 32a supported in the bearing 33a is provided on its exterior surface with an annular groove, forming a chamber 44a which communicates with the space between the clutch disks 36a and 38a of the low speed forward drive clutch A' through a series of longitudinal grooves 45e in the bore ofv said sleeve. Oil is supplied to the chamber 44a of the clutch A through a pipe 41 and thence flows through the grooves 45a into the space between the two clutch disks 36a and 38a and forces them apart into engagement with' the web 34h 'of the clutch housing 34 and the annular plate 3Ia thereof.

The reverse drive clutch A is mounted in the other end of the clutch housing34 and comprises a clutch element or disk 36h secured bybolts 31h to the outstanding flange on the adjacent end of the hub of the gear T, and a circumferentially flanged clutch element or disk 38h interposed bc-y tween the clutch element 36h and the web 3121i of said housing. The clutch disk 36h cooperates lwith'an` annular plate 3lb, which is removably secured to the end of said housing and is provided on its inner vface with a suitable clutch facing material 43h, and the clutch element 38h is provided with a similar clutch facing material 4Ib adapted to engage the web 34h of said housing. The disk 35h has a cup leather 39h secured thereto that engages the circumferential flange of the clutch disk 38h and serves to prevent loss of pressure between the outer portions of said disks. The bolts 31h have their head ends located in annularly spaced pockets 4Gb in the clutch disk 38h and extend through alined holes in said pockets, the disk 36h and the outstanding flange on the gear T. The disks 361' and 38h are held in inoperative position by means of springs 42h sleeved on the bolts between the heads thereof and the bottoms of the pockets 40h in the disk 38h. The hub 32h of the gear T terminates short between the clutch disks 36h and 38h .through a series of longitudinal grooves 45b formed in the bore of said gear hub. Oil is'supplied to the chamber 44h through a pipe 48 and thence flows through the longitudinal passageways 45h into the space between the two clutch disks 36h and 38h, 'forcing them apart into engagement with the partition web 34h and the annular lend plate 3l'b, respectively, o f the clutch housing 34.

As shown in Figs. 3 and 7, the primary countershaft 8 is provided with a fluid operated brake mechanism E comprisinga split brake band 49 adapted to frictionally engage the periphery of a wheel 49a iixed to said shaft between the gears J and L thereon. The brake band 49 is normally held in released position by means of a coil spring 50 interposed between the split ends thereof and is applied by means of a double piston mounted in a cylinder 5| formed integral with the headstock housing 2. One member 52 of this double piston is provided with a rod 53 which extends through the other member 54 thereof and through alined openings provided therefor in the ends of the brake band 49 and is provided at its end with nuts 55. Pressure exerted by the spring 50 forces the pistons 52 and 5,4 toward each other and spreads the brake band, thereby releasing the brake. Oil is supplied to the cylinder tons 52 and 54 by means of a pipe 56, -thereby forcing said pistons apart and thus causing the brake band 49 to grip the collar 48 xed to the .primary countershaft 8 and thus stop rotation thereof.

As shown in Figs. 20 and 21, the'nal drive shaft or spindle is provided with a fluid operated brake mechanism E comprising an arcu'-A ate brake shoe 51 adapted to engage the underside of the double gear O, Q, between the two gears thereon. Said shoe is supported on the upper end of a piston 51a mounted for vertical movement in an upright cylinder 58 secured to the bottom of the headstock housing 2. Oil is supplied to the lower end of said cylinder to raise the piston therein, and thus force the brake shoe 51 into engagement with the underside of the double gear 0,. Q, through a branch 56a of the pipe 56 that leads to the cylinder 5| for operating the primary shaft brake E.

As shown in Fig. 3, the gears M and K are selectively clutched to the rear countershaft section 9 to rotate the same by the fluid operated positive clutch mechanism B which comprises a clutch sleeve 59 that is slidably splined on said shaft intermediate between said gears. The sliding clutch member 59 is provided on the' end nearest the gear M with external clutch teeth 60 adapted to cooperate with internal clutch teeth 6| formed on said gear; and the other end of said clutch member is likewise provided with external clutch teeth 62 adapted to engage internal clutch teeth 63 on the gear K. As shown in Figs. 3, 13

and 14, the sliding clutch member 58 is actuated by means of a shifter fork 64 having its hub xed to a piston 65 whose ends are slidably supported in cylinders 66. As shown in Fig. 35, the clutch 58 is shifted into engagement with the gear M by oil supplied through a pipe 61 to the inner end of the right hand cylinder; and oil supplied to the left hand cylinder through a pipe 68 shifts said clutch into engagement with the gear K.

As shown in Fig. 3, the two sections 9 and 8a of the sectional countershaft are connected to rotate together by means of the fluid operated clutch mechanism C, which comprises a clutch sleeve 16 that is slidably splined on the forward end of the rear section 8 of said shaft between the gears P and N. This sliding clutch member is provided at its forward end with internal clutch teeth 11 adapted to be engaged with external clutch teeth 18 formed on the gear N; and the rear end o f said clutch member is provided with external clutch teeth 19 adapted to be clutched with internal clutch teeth 80 formed in the gear P. The clutch 16 is operated by a shifter fork 8| fixed to a piston 82 whose ends are mounted in cylinders Sit-located in the bottom of the headstock housing. As shown in Fig. 35, saidclutch is shifted into engagement with gear N by means of oil supplied `to the left-hand cylinder through a pipe 84 and is shifted into engagement with the gear P by oil supplied to the right-hand cylinder through a pipe 85.

As shown in Fig. 3, the fluid operated clutch mechanism D comprises a clutch sleeve 86, which is slidably splined on'the spindle I8 between the double gear O, Q and the gear S, and is provided at its rear end with internal clutch teeth 81 adapted to engage the gear O and at its-forward end with external clutch teeth 88 adapted to intex-lock with internal clutch teeth 89 formed on the gear S. The clutch sleeve 86 is actuated by means of a shifter fork 8 8 having its hub fixed to a piston 8| whose opposite ends are slidably the piston is shifted in the opposite direction to cause the spindle to rotate with the double gear O, Q by means of oil supplied to the right-hand cylinder through a pipe 95.

The hereinbefore described arrangement of shafts, clutches and gears provides sixteen forward and eight reverse spindle speeds which are obtained by a corresponding number of angular adjustments of a single rotary control valve X which controls the flow of oil to the operating cylinders for the clutches A, A', B, C and D, but not to the operating cylinders for the reverse drive clutch A" or the brake mechanisms E and E. As shown in Figs. 1 and 2, the control valve X comprises a core 99 that is rotatably mounted in a casing |00 mounted in the front wall of the headstock 2. As shownin Fig. 35, the oil is supplied to the control valve through the pipe 25 leading from the pump 20. As shown in Fig.

2, oil flowing through the pipe 25 from the pump enters an annular groove |03 in the periphery of the valve core 99 and thence passes into a. chamber |04 where it is delivered to the forward drive clutches A,'A, B, C and D through the different pipes hereinbefore referred to. This control valve is shown and fully described in my copending application Serial No. 721,974 and reference is hereby made to such description.

The core 99 of the speed control valve X is provided with an operating knob |29; and the rotary movement of said valve core operates suitable devices U and U mounted on the head stock and carriage apron, respectively, for setting said valve to obtain the approximate circumferential cutting speed required for thework and for indicating and checking said speed. This setting and indicating deviceis claimed and fully described in my copending application Serial No. 721,974 and reference is hereby made to such description.

T he above change speed transmission is started, stopped and reversed and the countershaft brake E and the spindle brake E' are controlled by means of a manually operable valve Y that controls the flow of oil through the pipes 46,41 and 48 leading to the friction clutches A, A and A and the pipes 56 and 56a leading to the brake mechanisms E and E. Said valve comprises a cylindrical valve sleeve I3 rotatable in a casing I4 that is mounted in the front side wall of the headstock housing 2 adjacent to the control valve X. The cylindrical valve sleeve H3 is preferably rotated by means of a handle ||5 that is xed to a rock shaft ||6 jonrnalcd in the bearings and ||8 provided therefor in the lathe bed and the carriage apron H9, respectively, and is provided with an arm |28 that has a link connection |2| with an arm fixed to an axial stud I |3a on the closed outer end of said valve sleeve H3.

As shown in Figs. 10 to 10d and 35 the pipe leading from the pump 20 to the speed control valve Xhas a branch 25a adapted, in the oi or st'op position of the stop-forward-and-reverse valve Y, to communicate through diametral ports |24 and- |2411; respectively, in the valve sleeve ||3 and a core |50 therein with the pipe 56 that leads to the brake operating mechanism E and has the branch 56a that leads to the brake operating mechanism E'. As shown m Figs. 11 to 11d.

said sleeve and core are also provided with diaml etral ports |21 and |21, respectively, adapted to establish communication with the speed control valve and the primary clutch A' through the pipes 41 and 41a. As shown in Figs. 8 to 8d, said sleeve and core are also provided with diametral ports |10 and |16a, respectively, adapted to establish communication between the pipe leading from the valve Y to the reverse clutch A and a pipe 43a leading from the pipe 25 to said valve at a point diametrically opposite the point of communication of the pipe 48 therewith. The outer periphery of the valve sleeve is provided with a longitudinal exhaust groove |28 adapted, in theA stop or 01T position of the valve Y, to be brought into communication with the pipes 46 and 41 leading to the operating cylinders of the primary friction clutches A and A', respectively, and the pipe 40 leading to the operating cylinders of the reverse drive clutch.

When the valve Y is in forward drive position, as shown in Figs. 8, 8a. and 8b, 9, 9a and 9b, 10, 10a and 10b, and 11'. 11a and llb, the pipes 56, 56a, leading to the braking mechanism E and E are cut off from the pipe 25a (see Figs. 10, 10a and 10b), thus releasing said brakes; communication is established between the speed control valve X and the clutch A through the ports |26, |26a (see Figs. 11', 11a and 11b) and between said control valve and the clutch A through the po'rts |21, |21a (see Figs. 9, 9a and 9b) and one of said clutches is engaged and the other released, depending upon the position of the control valve X; and the pipe 48 leading to the reverse clutch A" is cut off from the pipe 48a leading from the pipe 25 (see Figs. 8, 8a and 8b) thereby leaving said reverse drive clutch in inoperative position..

When the valve Y is rotated to stop or off position, as shown in Figs. 8c, 9e, 10c and llc, ilow of the oil to the clutches A, A and A" is cut off and the pipes 46, 41 and 48 are open to the atmosphere (see Figs. 11c, 9c and 8c, respectively) through the exhaust port |28, thereby relieving the pressure on each of said clutches and thus preventing operation thereof; and oil is supplied to the brake mechanisms E and E to apply the brakes to the countershaft 8 and spindle |0 (see Fig. 10c) through the pipe 25a, ports |24, |24a and pipes 56 and 56a. When the valve Y is in reverse driveposition, as shown in Figs. 8d, 9d, 10d and 11d, the pipes 56, 56a leading to the brake *mechanismsv E and E are cut olf from the pipe '25a (see Fig. 10d), thus releasing said brakes; communication is established between the pipe 25 and the reverseglrive clutch A" through the pipe 48a, ports |10\,f\.,|10a and pipe `48 (see Figs. 8d and 35) to engage said reverse clutch;v

and the flow of oil to the tivo clutches 'A and AA is cut off and the pipes 46 and 41 are open to the atmosphere (see Figs. 11d and 9d, respectively) through the exhaust port |28 thereby preventing operation of these two clutches.

With the iiuid operated change` speed mechanism thus far described, the operator is liable to manipulate the speed control valve X to eect speed changes while the valve Y is in forward or reverse drive position, thereby causing clashing of the positive clutches B, C and D and consequent damage to the transmission. Accordingly,

means are provided for enabling the desired speed' changes to be quickly, easily and safely made without requiring the valve Y to be manually moved to stop position. Said means comprises a. horizontal rock shaft 5| (see Figs. 2 and 12) journaled in suitable bearings |52 provided therefor in the bottom of the headstock housing 2 and extending longitudinally of said housing below the inner end of the valve Y and opposite the three fluid operated positive clutch mechanisms B, C and D. Thecore |50 of the valve Y is axially slidable but non-rotatably mounted in the rotary valve sleeve ||3 and is provided with a diametral port |53, which is located between the two diametral ports |24a and |21a, and with a longitudinal peripheral exhaust groove |54 that extends (see Fig. 18) from a point located near the innermost diametral ports |26a to the outer end of said core. A helical compression spring |55 is located in said sleeve between the inner end of its bore and the adjacent end of said core so as to force the core outwardly in said bore. Fixed to the rock shaft |5| is an upright arm |56 (see Fig. 12) whose free upper end is engaged by the outer end of the spring pressed valve core |50. The rockshaft has separate connections with the uid operated positive clutch mechanisms A, B and C. Each of said connections comprises an upwardly extending rock arm |51 xed to the rock shaft with its upper end bearing against the adjacent end of a slide rod |58, which is slidably supported in a bracket |59 (see Fig. 23) provided therefor in the housing 2 and has its other end rounded and disposed in abutting relation to a cam |60 formed on the opposing peripheral face of the hub of the clutch shifter fork of the particular clutch mechanism. As shown in Fig. 14, this cam extends from end to end of the hub and comprises end steps |6|, intermediate steps 62 and a middle or top step |63. With-this construction of cam, when any one of the positive clutches is engaged with the gear member at either end thereof, the rod |50 is engaged with one of the end steps |6| of the cam and the core |50 of the valve Y is in the outermost of its three longitudinal movable positions. In this outermost longitudinal position of the core |50 of the valve Y, as shown in Figs. 2 and 12, 'the parts are in the position shown in Figs. 8, 9, 10 and 11 in the forward drive position of the rotary valve sleeve, in the positions shown in Figs. 8c, 9c, 10c and 11c in the stop or oi position of said valve sleeve, and in the positions shown in Figs. 8d, 9d,

10d and 11d in the reverse drive position of said valve sleeve, and all of the uid operated clutches of the transmission are under the control of the main control valve X. With the parts in this position, operation of said control valve to eifect a speed change actuates at least one of the positive clutch devices` A, B and C and causes the stepped cam |60 on lthe hub of the shifter fork .of said clutch device to move across the end of the rod |58 associated therewith and bring the intermediate step |62 of said cam into engagement with said rod before the clutch is disengaged, thereby moving the valve core |50 axially in the valve sleeve I3 to the position shown in the second cross-sections/of Figs. 8a, 9a, 10a and 11a. In this position of the valve core |50,

. the pipes 46, 41 and 48 leading to the friction 25a is placed in communication, with the pipe 56 leading -to the brake mechanisms E and E through the ports |24 and |53 (see Fig. 10b) so that pressure is applied to said brake mechanism to apply the brake 49 to the countershaft 8 and the brake 5,1 to the spindle or .ilnal drive shaft l0 in the completely disengaged position of the positive clutch. Continued movement of the cam |60 in the same direction causes the other intermediate step |62 to engage the rod |58 and disengage the brake 49 before the other end of the positive clutch engages with the gear adjacent thereto; and the friction clutches A, A' and A" have enough drifting action to revolve said gear at a relatively low speed and with slight torque, thereby facilitating the re-engagement of the positive clutch. When the positive clutch is re-engaged, the rod |58 is in contact with the other end step |62 and the core |50 is moved to the longitudinal position shown in Figs. 8,'8c and 8d, 9, 9c and 9d, 10, 10c and 10d, and l1, llc and 11d to again throw in the friction clutches.

In the stop position of the valve Y, as shown in Figs. 8c, 9c, 10c and 11e, the pipes 46, 41 and 46 are placed in communication with the atmosphere through the exhaust port |28, thereby releasing the three friction clutches, and the pipe 25a is placed in communication with the pipe 56 ,A through the registering ports |24 and |24a, thereby permitting the fluid pressure to reach the cylinder 5| and apply the brake 49. If, in this stop position of the valve Y, the control valve X is actuated to set the transmission mechanism for a different speed, the movement of the cam |60 associated with the selected positive clutch will release the brake 49 while said clutch is being disengaged from one gear, apply the brake after the clutch is completely disengaged, and again release the brake while theclutch is being engaged with the other gear which is slowly rotated by the drifting action of the friction clutches and thus facilitates the engagement of the clutch therewith. The brake is released during the disengaging and engaging movements of the positive clutch by the intermediate steps |02 of the cam |60 which cause the valve core |50 to slide axially in the valve sleeve ||3 and cut off communication between the pipes 25a and 56. Application of the brake during the release position of the positive clutch is brought about by the middle step |63 of the cam |60 which shifts the valve core axially to bring the port |53 therein in register with the ports |24 and thus establishes communication between the pipes 25a and 56.

. To facilitate engagement and disengagement of the positive clutches B, C and D it is desirable to effect a relatively fast movement of the clutches from-engaged to disengaged position and a relatively slow movement after disengagement to' permit effective and easy functioning of the brake until they are disengaged and the brake is applied. Accordingly, the piston of each positive clutch device (see Figs. 13 and 14) is provided near each end with an annular groove |64 and between said annular groove and the adjacent end of said `pistonwith a portion |65 of less diameter than the intermediate portion of the piston. Each end of the piston is also provided with ports |66. which communicate at their inner ends with the annular groove |64 and at their outer ends with the space between the end of the cylinder and the end of the piston. An annular groove |61 is also provided at the inner periphery of each cylinder in communication with the pipe leading thereto. With this arrangement; with the parts in the position shown in Fig. 13, the clutch B is disengaged from the gear M by oil supplied through the pipe 66 to the groove |61 in the piston and thence around the reduced end portion |65 of the piston and through the ports |66 to the space between the corresponding ends of the piston and cylinder, thereby causing the piston to move rapidly to the right and quickly disengage the clutch B. Upon disengagement of the clutch, the reduced end portion |65 of the piston arrives opposite the annular groove |61 in the cylinder, thus cutting down the supply of ud to the end of the cylinder and causing the piston to travel ver'y slowly while the brake is being applied. This slow movement of the piston continues until the opposite end of the clutch engages the gear K, at which time the reduced end portion |65 of the piston clears the annular groove |61 and the pipe 68 opens directly into the cylinder thus imparting a rapid movement to the piston and bringing about a quick engagement of said clutch with said gear.

Since the friction clutches A and A' cannot be operated until the positive clutches B, C and D annular by-pass ports |26b and |21b, respectively. As shown in Figs. 9 to 9d, 11 to 11d, 16 and 19, the ends of the by-pass port |26b are diametrically opposed and are located in the plane of the port |26 but are offset 30 with respect thereto; and the ends of the diametrically opposed ends. of the semiannular ports |21a are also arranged in the same manner with respect to the ports |21. With this arrangement, when difficulty is experienced in engaging any one of the positive clutches due to the condition above described, the valve Y isv rotated thirty degrees beyond the forward drive position, thus establishing communication between the pipes 41 and 41a or 46 and 46a. around the valve core |50 through the by-pass port |26b or |2'|b, depending upon which one of the two forward drive clutches is being used, thus by-passing fluid to the forward drive clutches A and A', and thereby permitting the sliding clutch element to rotate with respect to its mating element until it reaches a position ;A

that will permit engagement of said clutch elements. As shown in Fig. l5, the over-travel or rotary movement of the valve Y beyond its for- Ward drive position is against a spring-pressed plunger |1| that is slidably mounted in a housing |12 provided therefor in the bracket ||8 which supports the rod ||6 for actuating said valve, thespring-pressed plunger being arranged with its outer' end in abutting relation to the handle ||5 by which said rod is rotated.

As shown in Figs. 22 to 35, inclusive, the fluid pressure system includes a valve Z for disengaging the positive clutch D so as to permit turning of the spindle 0 by hand to chuck or set up a piece of work. As shown in Fig. 35, this spindle release valve is located in the pipes 94 and 95 that connect the control valve X with the pair of cylinders 92 for the piston tha*l operates the clutch sleeve 86 of the positive clutch D, which connects the spindle I with either the double gear O, Q or the gear S. 'I'he spindle release valve Z comprises a casing |13 mounted in the front Wall of the headstock housing 2 opposite the clutch shifter fork 9D of the positive clutch mechanism D and a valve member or core |14 rotatably mounted in said casing and provided at its outer end with an operating handle |1441. The corel of the spindle release valve is provided with longitudinally spaced diametral ports |15 and |16 adapted, in thenormal or inoperative position of said valve, to permit flow of the fluid through the pipes 94 and 95, respectively. As 'shown in Fig. 34, the periphery of the valve core |14 is also provided ori opposite sides with two semi-annular, reversely arranged substantially Z-shaped grooves, forming oy-pass ports |11 and |18, whose corresponding ends are diametrically opposed'one on each side of the adjacent diametral port ninety degrees 1 therefrom. With this arrangement, when the core. |14 of the spindle release is rotated ninety degrees to the right cr left, depending upon whether the clutch sleeve 86 is engaged with the gear O or gear S, the diametral ports |15 and |16 are cut off from the pipes 94 and 95, respectively, (see Figs. 30a, 31a' and 32a) and each of the by-pass ports is brought into communication at one end with the pipe 94 and at the other end with the pipe S5, thereby cross-connecting said pipes and thus balancing the pressures in the two cylinders which causes the clutch sleeve 86 to move to neutral position and releases the spindle l0 so that it may be freely rotated by hand.

Thefrotary valve or core member |14 of the spindle release Valve Z is yieldably held in normal position, that is, with its diametral ports |15 and |16 in register with the pipes 94 and 95, respectively, by means of a pair'of spring-pressed plungers |19 that are axially slidable in radial bores provided therefor in the outer end of the valve casing |13, one on each side of..a squared portion |14b of said valve core. These springpressed plungers have their valve core engaging ends |19a disposed parallel to each other but at an oblique angle to their axes; and these oblique ends bear flatwise against the flat opposite sides of thesquared portion |145 of said valve core and thus serve to yieldably hold the same in normal or inoperative position. The valve sleeve is provided with a radial opening |80 Adisposed opposite an annular groove |8| formed by'a rcduced portion of the valve core |14, whereby any oil that leaks around the valve core will be discharged into the interior of the headstock housing instead of escaping from the outer end ofthe valve.

When the sleeve 86 of` the spindle clutch is moved to a neutral positionby means of the spindle release valve Z, there is a tendency for said Sleeve to move too far and engage the gear facing its direction of movement. This over-travel of the clutch sleeve during the balancing of the pressures in the two clutch operating cylinders is arrested by means of a mechanical'connection between the clutch shifter fork 90 and the rotary core |14 of the spindle release valve. necticn comprises an eccentrically disposed pin |82 on the inner ond of said valve core adapted, when said core is rotated ninety degrees in either direction from its normal position to lie in the This conpath of either one of a pair of lugs |93, |93a, (see Figs. 24 to 27) formed on a plate |94 that is rigidly lxed for movement with the clutch shifter arm 95. In the normal position of i the spindle vrelease valve (see Fig. 25), the 5 lugs |53, |930. are disposed one above and at one side of vtheeccentric pin |82 and the other below and on the other side of said pin -so as. to clear said pin during the operation `-resume its normal flow through the pipes 94 or 95 by way of the circumferential extensions Ila and |1511 and ports |15 or |16, thus momentarily 20 applying additional pressure to one of the cyiinders 92 to arrest the overtravel of said clutch sleeve. The spring-pressed plungers |19 then come into action and rotate the valve core'l14. in a reversed direction to the positionlshownin 25 Figs. a, 31a and 32a, to again equalize the pressure in the two cylinders, thus holding the clutch sleeve in neutral position until the spindle release valve is returned to normal position.

Fig. 3a illustrates a modified construction show- 30 ing `how the various speed changes may be obtained by means of sliding gears instead of the positive clutches B, C and D. In this construction, the rear section 9 of the sectional countershaft has a double gear slidably splined thereon that is shifted longitudinally of the shaft into mesh with the gear L or J on the countershaft 8' by means of a clutch shifter fork 64 xed to a piston 65' supported atits ends in'cylinders 66 that are supplied withfluid through the pipes 61 and 68. The hereinbefore described fluid operated change speed transmission has numerous advantages. It locates the reverse drive clutch on the same 4shaft with the two forward drive clutches and thus dispenses with the necessity for an additional shaft for said clutch; and itenables said clutch to be controlled by the same valve that is used for starting and stopping the mechanism.

It also provides means'under the control of said 50 valve for facilitating the engagement of the oooperating elements of the positive clutches. The spindle brake prevents over-running of the spindle and is automatically released during the engaging and disengaging movements of the selective positive clutch and is automatically applied in the complete disengagedposition of said clutch.

The spindle release valve permits the spindle clutch to be quickly and easily shifted to neutral position so as t0 permit easy rotation of the spin- 60 dle for ohucking; and the connection between said clutch and said valve prevents over-travel of the clutch during its movement over its en-l gaged position and thus prevents its engagement with the gear facing its direction of travel.l

Obviously, numerous changes may be made without departing Afrom the invention. T'herefore, I do not wish to be limited to the precise construction shown and described.

What I claim is:

1. In a change speed transmission having a forward. driveclitch and a reverse drive clutch, a fluid pressure system including fluid pressure devices for operating the respective clutches, i'.

valve in said 'system for operating said forward 75 drive clutch, and a second valve in said system between said forward drive clutch and said control'valve for preventing operation of said forward and reverse drive clutches and for rendering them selectively operative.

2. In a change speed transmission having a primary forward drive clutch, a primary reverse drive clutch and a secondary clutch, a fluid pressure system including fluid pressure actuated devices for the respective clutches, a single control valve for selectively operating the fluid pressure actuated devices for said primary forward drive and secondary clutches, and a second valve located in said system between said primary forward drive clutch and said control valve for rendering said primary forward and reverse drive clutches inoperative or selectively operative.

3. In a change speed transmission having a primary forward drive clutch, a primary reverse drive clutch and a secondary clutch, a fluid pressure system including fluid pressure actuated devices for the respective clutches, a single control valve for selectively operating the fluid pressure actuated devices for said forward drive and secondary clutches, and a second valve located in said system between said primary forward drive clutch and said control valve for preventing operation of said-primary forward and reverse drive clutches, said second valve having three Apositions, one for the forward drive, one for the reverse drive and one for stopping.

4. In a. change speed transmission having a forward drive clutch and a reverse drive clutch, a fluid pressure system including fluid pressure actuated devices for operating the respective clutches; a single control valve for selectively operating the fluid pressure actuated devices for said forward drive and secondary clutches, a plurality of fluid operated brakes for said transmission, and a second valve located in said system between said forward drive clutch and said control valve for preventingoperation of one or the other or both of said forward and reverse clutches and for bringing about the application of said brakes at the same time.

5. In a' change speed transmission having a plurality of primary forward drive clutches and a primary reverse drive clutch, a plurality of secondary clutches, and a control member for selectively operating said forward drive and secondary clutches, a. forward, reverse and stop device adapted in the stop position to prevent operg ation of said primary and reverse drive clutches,

and means arranged to permit disengagement of said primary forward and reverse drive clutches when said control member is operated in the forward and reverse positions of said forward, reverse and stop device to disengage any one of said, secondary clutches.

6. In a change speed transmission having a primary forward drive clutch, a secondary clutch, a primary reverse drive clutch, a control member for selectively operating said primary forward 'drive and secondary clutches, a. forward, reverse and stop device adapted Iin the stop position thereof to prevent operation of said primary, forward and reverse drive clutches, and means arranged to permit disengagement of said primary forward and reverse drive clutches when said control member is operated in the forward and reverse positions of said forward, reverse andv stop device to disengage said secondary clutch.

7. In a change speed transmission having and reverse positions of said forward, reverse and stop valve.

8. In a change speed transmission having a uid operated forward drive clutch, a uid operated reverse drive clutch and a fluid operated positive clutch, a control valve for selectively operating said forward drive and positive clutches, a manually operable forward, reverse and stop valve adapted in the stop position thereof to prevent operation of said forward and reverse drive clutches, and means associated with and operable in the start position of said forward, reverse and stop valve to automaticallyl disengage said forward and reverse drive clutches when said positive clutch is being actuated by said control valve.

9. In a change speed transmission having fluid operated primary forward and reverse drive clutches, a fluid operated secondary clutch, a plurality of fluid operated brakes, a manually operable control valve for selectively operating said forward drive and secondary clutches, a manually operable forward, reverse and stop valve adapted in the stop position thereof to bring about the application of said brakes and the disengagement of said primary clutches, and means whereby the operation of said secondary clutch by said control valve in the forward and reverse positions of said forward, reverse and stop valve will bring about the disengagement of said primary clutches while the secondary clutch is being engaged and disengaged and when it is disengaged and will cause the brakes to be applied when the secondary clutch is completely disengaged.

10. In a change speed transmission having fluid operated primary forward and reverse drive clutches, a uid operated secondary clutch, a manually operable control valve for selectively operating said forward drive and secondary clutches, a manually operable forward, reverse and stop valve adapted in the stop position thereof to prevent operation of said primary clutches, and means whereby when the secondary clutch is actuated by the control valve in the forward and reverse drive positions of the forward, reverse and stop valve` the movement of the secondary clutch will bring about the disengagement of the primary clutches whenthe secondary clutch is disengaged and while it is being engaged and disengaged.

1l. In a change speed transmission having uid operated friction primary forward and reverse drive clutches, a fluid operated double acting positive secondary clutch arranged between and adapted to be interlocked with either one of two elements of said transmission, a plurality of fluid operated brakes, a control valve for selectively operating said forward drive and secondary clutches, a forward, reverse and stop valve adapted in the stop -position thereof to bring about the application of said brakes and the disengagement of said forward and reverse drive friction clutches, means whereby the operation of said positive clutch by said control valve in `the forward and reverse drive positions of said forward, reverse and stop valve will bringy about the disengagement of the forward and reverse drive friction clutches while the positive clutch is being engaged and disengaged and when itis disengaged and will cause the brakes to be applied when the positive clutch is completely disengaged, and means for causing a relatively rapid movement of said positive clutch when it is being engaged and disengaged with either of the elements associated therewith and a relatively slow movement while it is moving from one element to the other.

12. In a change speed transmission having fluid operated primary forward and reverse drive clutches, a fluid operated positive secondary clutch, a control valve for selectively operating said forward drive and secondary clutches, a forward, reverse and stop valve adapted in the stop position thereof to prevent operation of said primary forward and reverse drive clutches, and a core axially slidable in said forward, reverse and stop valve and arranged in the forward and reverse drive positions thereof to cause disengagement of said primary forward and reverse drive clutches while said positive clutch is being engaged and disengaged and when it is disengaged.

13. In a change speed transmission having fluid operated primary forward and reverse drive clutches, a fluid operated positive secondary clutch, a control valve for selectively operating said forward drive and secondary clutches, fluid operated brakes, a manually operable forward, reverse and stop valve adapted in the stop position thereof to prevent operationvof said primary'forward and reverse drive clutches, anda core axially slidable in said forward, reverse and stop valve and arranged in the forward and reverse drive positions thereof to cause disengagement of said forward andv reverse drive clutches while said positive clutch is being engaged and disengaged and when it is disengaged, and to apply said brakes in said disengaged position of said positive clutch.

14. In a change speed transmssion having fluid operated primary forward and reverse drive clutches, a fluid operated positive secondary clutch, fluid operated brakes, a control valve for operating said forward drive and secondary clutches, aI forward, reverse and stop valve adapted in the stop position thereof to prevent operation of said forward and reverse drive clutches, anda core axially slidable in said forward, reverse and stop valve and arranged in the forward and reverse positions of the forward, reverse and stop valve to cause disengagement of said forward and reverse drive clutches while said positive clutch is being engaged and disengaged and when it isdisengaged, and to apply said brakes in such disengaged position of said positive clutch, said core being also arranged in the stop position of said forward, reverse and stop valve to cause the release of said brakes when said positive clutch is being engaged and disengaged, and a cam movable with saidI positive clutch and operatively connected to said core to actuate the same.

15. In a change speed transmission having fluid operated primary forward and reverse drive clutches, a fluid operated positive secondary clutch, iluid operated brakes, a control valve fo'r operating said forward drive and secondary clutches, a forward, reverse and stop valve adapted in the stop position thereof to prevent operation of said forward and reverse drive clutches, and a core axially slidable in said forward, reverse and stop valve and arranged in the forward and reverse positions of the forward, reverse and disengaged position of said positive clutch, said core beng also arranged in the stop position of l0y said forward, reverse and stop valve to cause the release of said brakes when said positive clutch is being engaged and disengaged, and a cam movable with said positive clutch and operatively connected to said coreto actuatefthe same, the oper- 15 ative connection between said cam and said core comprising a rod arranged to be shifted axially by said cam, a rock shaft extending transversely of said core, an arm fixed to said shaft and'connected to said rod, an arm fixed to said shaft 20 with its free end disposed opposite to the outer end of said core, and'a spring for holding said core in engagement with said last nentioned arm. 16. In a. change speed transmission having fluid operated primary forward and reverse drive 25 clutches, a fluid operated secondary clutch, a control valve for selectively operating said forward drive and secondary clutches, a forward, reverse and stop valve adapted in the stop position thereof to prevent operation of said forward and reverse 30 drive clutches, means associated with said forward, reverse and stop valve to automatically disengage said forward and reverse clutches when the secondary clutch is being actuated in the forward and reverse drive positions of said forward, reverse and stop valve, and means also associated with said last mentioned valve for engaging said forward and reverse drive clutches during the matically disengage said primary clutch when the secondary clutch is being actuated in start position of said start and stop valve, and means also associated with said last mentioned valve for engaging said primary clutch during the engaging movement of said secondary clutch to facilitate such engagement.

18. In a change speed transmission having fluid operated primary forward and reverse drive clutches, a fluid operated positive secondary clutch, a 'control valve for selectively operating said forward drive and secondary clutches, a forward, reverse and stop valve adapted in the stop position thereof to prevent operation of said pri- 60 mary forward and reverse drive clutches, a core axially slidable in said forward, reverse and stop valve and arranged in the forward `and reverse drive positions thereof to cause disengagement of said primary forward and reverse drive clutches 65 while said positive clutch is being engaged and disengaged and when it is disengaged, and means whereby said valve may be operated during the engaging movement of said positive clutch to enpressure system for operating said devices, a control valve in said system for operating said 'l5 assV change speed iiuid pressure actuated power transmission devices, and a second valve in said system for rendering either or both of said fiuid pressure actuated forward and reverse drive power transmission devices inoperative by said control valve. i

20. A change speed mechanism having a plurality of disengageable, pressure actuated, change speed, primary and secondary power transmission devices, a disengageable, primary reverse drive, pressure actuated, power transmission device, a fluid pressure system for selectively operating all of said change speed devices, a single control valve in said system, and a second valve in said system for rendering either or both of said primary change speed fluid pressure actuated power transmission devices operative or inoperative.

21. A change speed mechanism having a primary shaft 'and a countershaft, two forward drive clutches and a reverse drive clutch on said primary shaft, a plurality of clutches on said 'countershaft, and a fluid pressure system for operating said clutches, said system including a single control valve for selectively operating the two forward drive clutches on said primary shaft and the clutches on said countershaft;

22. A change speed mechanism having a primary shaft and a countershaft, two forward drive clutches and a reverse drive clutch on said primary shaft, aplurality of clutches on said countershaft, and a fluid pressure system for operating said clutches, said system including a single control valve for selectively operating the forward drive primary shaft clutches and the countershaft clutches and a second valve in said system for preventing operation clutches.

23. A change speed mechanism having a primary shaft and a countershaft, two forward drive clutches and a reverse drive clutch on said primary shaft, a plurality of clutches on said countershaft, and a uid pressure system includinga single control valve for selectively operating said forward drive primary shaft clutches and said countershaft clutches, and a second valve in said system for rendering the three primary clutches inoperative, said valve having three positions, one for cutting off communication between said control valve and said forward drive primary shaft clutches and for cutting off the reverse drive primary shaft clutch, one for establishing communication between the two forward drive primary shaft clutches and said control valve, and one for establishing 'communication between the reverse drive primary shaft clutch and said fluid o f said primary shaft pressure system.

24. A change speed mechanism having a primary shaft and a final drive shaft, a clutch on said primary shaft, a clutch on said final drive.

shaft, a fluid pressure system including fluid pressure actuated devices for operating the respective clutches, a single control valve for selectively operating said fluid pressure actuated devices, a brake for said primary shaft, a brake for said final drive shaft, and a second valve ,located in said system between said primary shaft clutch and said control valve for preventing operation ofA said primary shaft clutch by said control valve and for bringing about the application of said primary and final drive shaft brakes at the same time.

25. A change yspeed transmission having a final drive shaft, a clutch on said shaft, a fluid pressure system including a fluid pressure actuated device for operating said clutch, a control valve for operating said device, said device including la piston operable by pressure supplied to either end thereof through said control valve, and a second valve located in said uid pressure system between said control valve and said piston for transferring such pressure to either end of said piston and thus move the clutch to neutral position.

26. A change speed transmission having a final drive shaft, a clutch on said shaft, a fluid pressure system including a fluid pressure actuated device for operating said clutch, a control valve for operating said device, said device including a piston operable by pressure supplied to either end thereof through said control valve, and a second valve located in said fluid pressure system between said control valve and said piston and including a rotary core adapted in one position to permit pressure to be applied to either end of said piston and to relieve the pressure on the other end thereof according to the position of said control valve, and in two other positions to switch such pressure to either end of said piston'and to relieve the pressure on the other end thereof to move the clutch to neutral position. f

27. A change speed transmission having a shaft, a double acting clutch on said shaft, a fiuid pressure system including a fluid pressure actuated device for shifting said clutch in opposite directions, and control valve for said device, said device including a piston operable by pressure supplied to either end thereof through said control valve, and a clutch release valve located in said fluid pressure system between said control valve and said piston and including a core adapted in first or normal position to permit pressure to be applied to either end of said piston and to relieve the pressure on the other end thereof according to the position of said control valve and in two other or second positions to switch the pressure to either end of said piston and to relieve the pressure on the other end thereof.

28. A change speed transmission having a shaft, a double acting clutch on said shaft, a fiuid pressure system including a fluid pressure actuated device for shifting said clutch in opposite directions and control valve for said device, said device including a piston operable by pressure supplied to either end thereof through said control valve, and a clutch release valve located in said fluid pressure system between said control valve and said piston and including a core adapted in first or normal position to permit pressure to be applied to either end of said piston and to relieve the pressure on the other end thereof according to the position of said control valve and in two other or second positions to switch the pressure to either end of said piston and to relieve the pressure on the other end thereof, and an operative connection between said piston and said valve core adapted, during the movement of said clutch beyond neutral position, to move said core to either of two third positions wherein pressure corresponding to Ithe pressure brought about by said rst position of said core are restored to return said clutch to neutral position.

29. A change speed transmission having a shaft, a double acting clutch on said shaft, a fluid pressure system including a fluid pressure actuated device for shifting said clutch in opposite directions and a control valve for said device, said device including a piston operable by pressure aecomo supplied to either end thereof through said control valve, and a clutch release valve located in said uid pressure system between said control valve and said piston and including a rotary core adapted in rst or normal position to permit pressure to be applied to either end of said piston and to relieve the pressure on the other en'd thereof according to the position of said control valve and in two other or second positions to switch the pressure to either end of said piston and to relieve the pressure on the other end thereof, and an operative connection between said piston and said valve core adapted by overtravel of said clutch during the movement thereof to neutral position to move said core to either of two third positions wherein pressure corresponding to the pressure brought about by said rst position of said core are restored to resist said overtravel, said connection comprising an eccentric pin on said rotary valve core and spaces. lugs movable with said clutch, the eccentric pin being out of the path of travel of said lugs in t e rst or normal position of said' rotary valve core, the eccentric pin inone of said second positionsl of said rotary valve core being in the path ofzl travel of one of said lugs and in the other sec1 ond mentioned positions of said valve core being in the path of travel of the other of said lugs, whereby one of said lugs is adapted duringthe movement of said clutch beyond neutral position to abut against said eccentric pin and rotate said valve core to one oi.' said third positions, and

spring means for returning said valve to either of said two second positions.

MONEL A., Umm. 

